Railway-signal



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M. W. LONG.

RAILWAY SIGNAL.

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M. W. LONG. RAILWAY SIGNAL.

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M. W. LONG.v

l RAILWAY SIGNAL. No. 392,444. Patented Nov. 6, 1888..

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' NITED STATES PATENT Finca.

MALCOLM VALLACE LONG, OF IIARRISBUBG, PENNSYLVANIA.

RAILWAY-SIGNAL.

SPECIFICATION forming part of Letters Patent No. 392,444, dated November 6, 1888.

Application filed May 11, 1888. Serial No. 273,590. (No model.)

To all w/t'om it may concern.:

Be it known that I, MALCOLM WALLACE LONG, of Harrisburg, in the county of Dauphin and State of Pennsylvania, have invented certain Improvements in Railway-Signals, of which the following is a speciiication.

In my system the road is divided into sections or blocks, each terminating at a semaphore or like signal operated by an electric motor,which is in turn operated by a magnetoelectric generator provided with track-connections through Which it' isset in motion by passing trains. The signals and generators are connected throughout the system by automatic switches in such manner that a train entering a block sets the adjacent signal at danger, and also sets the rear signalat the distant end of the block at safetyJ In the accompanying drawings, Figure 1 is a diagrammatic view of my system of signal apparatus in connection with the railway. Fig. 2 is a like view of the same with supplemental devices to `insure the proper action when very long trains are employed. Fig. 3 is atop plan View of the magneto-generator and its track-connections. Fig'. 4 is a section of the same on the line y y. Fig. 5 is a side elevation of the signal proper with its motor, driving-gear, and automatic switch. Fig. 6is a section of the same on the line x w.

In Fig. 1 I have represented a railway-track divided into imaginary lengths or sections A A A2, Ste., commonly known in the art as blocks77 blocks I place semaphoric or similar visual signals, B B B2, 85e., of any suitable form, adaptedto be seen by the engineers or others controlling the movements of the trains. To the respective signals I connect by suitable gearing electric motors C C C, Ste., by means of which they are positively moved from one position to another, the motors being preferably made, as herein shown,in the manner represented in Letters Patent of the United States granted to me on the lst day of March, 1887, No. 358,682. Each motor is also geared to and operates an automatic rotary switch, D D', &c., controlling 'the course of the currents and determining which of the signals shall be operated and the direction of their movement, as hereinafter recited in detail. rIhe signal, motor, gearing, andl switch may be and prefer- At the junction of the adjacentably are constructed and combined in the manner shown in my application for Letters Patent of the United States filed October 14, 1887, No. 252,344, and are so shown herein.

At the end of the respective blocks I locate magneto-electric generators or dynamo-electric generators E E', 86e., each provided with track-connections commonly known in the art as track-levers7 through which it is actuated or set for actionV by passing trains, so as to produce a propelling current or succession of currents. I recommend and have shown in the drawings generators and track-connections identical, or substantially so, with those set forth in Letters Patent of the United States granted to me on the 26th day of May, 1886, No. 329,512.

Each generator is connected' by suitable condnctors with the motor of the adjacent signal through the automatic switch of the latter, and from the switch of each signal conductors are also extended to the next signal to the rear at the opposite end Vof the block. The arrangement presently to be given in detail is such that the current from each generator is applied to the motor 0f theadjacent signal to set the same at danger,7 and also applied, preferably, at a later moment to actuate the motor at the rear of the block to set its signal to safety The operation is as follows: Assume that the trains move to the left over the road and that a train is uponthe block A, as shown in Fig. l. At this time the signal B, at the end of the block in rear of the train, stands at danger, to prevent another train from entering the block at the same time, and if the next section ahead is clear its signal B wil-l stand at safety Asthe trainenters upon block A,it sets generator E in motion, and the current from the latter is immediately applied through switch Dl to motor C', which turns the signal B to the danger position. During this action the switch is turned, and when the signal has reached the danger7 position the current is diverted from motor Oto the distant motor O, which moves the rear signal, B, to safety, thus informing the following train that the first train has passed from block A to block A', and that the former is clear. This operation is repeated at the end of each block, each train setting the danger signal IOO as it enters a block, and setting the safety7 signal at the rearend ofthe block as it leaves the same for the opposite end.

In certain cases,where trains are very long or the blocks very short, the front end of the train, acting upon the generator, will set the signal in rear of the block at safety, while the rear end ofthe train is still in dangerous proximity thereto. To avoid this difiieulty,l provide supplemental devices (illustrated in Fig. 2) which serve to open and keep open Ythe circuit leading to the signal in rear of the train until the rear end of the train has left that block or section. This cffectually prevents the signal at the rear end of the block from heilig set to safety77 until the train has passed entirely from the opposite end oi' the block. ln this case the blocks or sections of track are separated er insulated from each other, and the two rails at the rear end of each section connected with each other by a con` duetor, a, through a battery', a. At the 0pposite end the respective rails are connected by conductors at c with an electro-magnet, c", which attracts an armature, ai, forming or operating a switch through which the current passes lo the rear signal. Vhen the section is elear-that is to say, without trains upon it-*the circuit is completed through the battery, the two rails,and conductors at' a to the magnet a", which keeps the signal circuit closed at the magnet. Whcn,however,a train or any portion of a train stands upon the section A, the battery is short-eircuited through the wheels and axles ofthe train from one rail to the other, so that the magnet c is discharged and the armature a retracted by springs a",so that the circuit to the rear signal is opened and kept open in such manner that, although the generator l may be set in action and the switch l properly turned, the rear signal, l), cannot be set to safety until the rear end of the train leaves the section A. and allows the magnet a." to again close the circuit. A. like arrangement is used in each block or section.

llaving now described the general organization and operation of my system, l will describe as far as may be necessary l'or present purposes the details of the generator, signal, and switch. As to any features or details which are not specifically' described herein reference may be had to the several patents and the application hereinbcfore referred to for further explanation thereof, these details being foreign to the present invention.

The generators, signals, and switches are constructed in duplicate. 'lach generator eensists, as shown in Fig. .3, primarily, of a Siemens armature, c, revolving between the poles of stationary magnets e. The armature is connected through intermediate gear with a ily-wheel, e?, to prolong its operation and contiuue the same after its driving devices have ceased their action. The intermediate driving-gear train embraces a wheel, c, connected by a friction-clutch to shaft el, encircled by a strong spring, ci", one end of which is ixcd to a shaft and the other to a stationary support. The end ofthe shaft carries a depending arm, c, (see Fie. 4,) acted upon by a spring, el. The arm is turned backward and the springs compressed by an arm, cl, on a rock-shaft, c". This shalt extends to a point near the trackrail, and is there connected by a link, c",with a traclelever, e, pivotcd at one end to a stationary support and lying parallel with the rail in position to be depressed by the carwheels passing thereover. Through the intermediate parts the wheel causes the arm c* to force back the arm e and compress the springs, which in reacting turn the shaft c and wheel c", thereby setting the generator in motion. Comlueting-wires eiand c,suitably connected at the generator in a manner l'amiliar to every person skilled in the art, lead the current therefrom. I commonly use that form of generator which transmits over the conductors successive impulses or currents of alternating polarity.

The signal is fully illustrated inFigs. 5 and 6. Two semaphoric arms, b, are fixed rigidly to opposite ends of a horizontal shalt, b', mounted in a suitable frame at ihc top ofa post or other support. Shaft has a cranki arm, if, connected by link D to crank b on a driving-shaft, lf. This shaft is connected by intermediate gear with a shaft carrying a. notched hub, bi. Thchnb is encircled by ring bl, and contains a series of rollers, W, seated in the notches of the hub, these parts serving jointly as a friction-elutclnthrough which the hub and its connections are turned in one di rcction as the outside rings tnrn to and fro.

The rings are connected by pitmcn b with the vibrating pivotcd armature c, forming part ot' the motor. This armature vibrates between pole-pieces c of permanent magnets c. The operation of the motor causes the clutch through the intermediate paris to turn the crank I,always in the same direction, halfa revolution at a time, the effect being to swing thesignal from the safetyf position upward to that of dangen and vice versa.. The aetion ofthe current upon the motor is automatically arrested as the signal reaches either extreme of its movement by the automatic switch.

The switch ll consists of a nou-conducting hub, d, fixed upon its shaft, the periphery of this hub being divided into two semicircular eccentric portions covered, respectively, with comluetiug-strips d and d?, set out ofline and out of contact at their adjacent ends. Four 5 conducting-iingers, d, d, d, and d, are ard5 are coupled at the time that d'3 and d are connected. The conductor e from the generator leads to finger d6. Finger d3 is connected by wire all with the motor-magnet, from which a conducting-wire, da, leads to wire dg, extending to the motor-magnet of the next signal. Finger d5 is connected by wire dl with finger d* of the next signal to the rear.

In the modified apparatus shown in Fig. 2 the circuit-closing magnet-switch a* a5 is introduced into the conductor dw. action of these parts is as follows: When the signal is at safety, the switch standsin the position shown at D', Fig. 2. When-the adjacent generator F/ is operated, the current passes through c13 d", switch-surface d', finger da, wire di, motor-magnet c, wire da, and wire c, back to the generator. The generator-current therefore causes the operation of the motor C and lifts the signal to danger, at the same time turning the switch. As the signal reaches the danger position, the switch assumes a position similar to that of the switch in signal B, whereupon the current from generator E is diverted from the motor C and pursues the course indicated by the broken arrows--that is to say, from generator E', through wire e, inger d, switch-surface d', finger di, wire d10, to the finger d* of the rear signal, B, thence through its surface d", finger d, the magnet of motor C, and Wire d", wire t, to the generator E'. In this manner the current from generator E is caused to operate the distant motor C and restore the signal B to safety77 In practice the signals should be arranged at such distance beyond the generators which set them to danger that the engineer may observe their movement or failure to move in passing them.

While I have illustrated and described those details of construction and arrangement which 'l have found in practice to be best adapted for general usc, it is to be understood that the details of the generator-track connection, signal-motor, and switch may be variously modilied within the range of mechanical skill, and that either of said elements may be replaced in the system by any known equivalent.

Having thus described my invention, what I claim is j I. As a means of automatically setting a signal alternately to danger and to safety bythe action of moving trains, the con1bination, substantially as described, of a visual signal, an electric motor for operating the same, two widely-separated magneto-generators, each provided with track-connections to be actuated by passing trains, conductors leading from the generatorsto the signal-motor, and an automatic switch connected with the signal and acting to connect the motor with the two generator-circuits alternately as the signal is changed from one position to another. v

2. In a railway-signal system, the combination of two signals Widely separated and each In detail the l provided with an electric motor, a magnetogenerator provided with track-connections,

whereby it may be driven from passing trains, conductors from the generator to one of said signals, a conductor from said signal to the other, and an automatic switch at the first signal for cutting out its own motor and directing the current to the motor of the second signal, whereby a moving train is enabled to set a forward signal at danger and a rear signal at safety 3. In a block-signal system, a series of magneto-generators located at intervals along the road and each provided with track-levers to be operated by passing trains, acorresponding series of visual signals, an electric motor geared to each signal to positively move the same and electrically connected with one of the generators, electric conductors extending from each signal to the motor of the next signal to the rear, and an automatic switch in each signal acting to direct the current of the adjacent generator temporarily through the conductors to the motor of the rear signal, as described, whereby au advancing train is en; abled to set the adjacent signals to danger and the signals in its rear to safetyJ "4. In a block-signal, the combination of a magneto-generator and track-connections for imparting a prolonged action thereto from passing trains, a visual signal moving to distinctanddilferentpositions to indicate safety and danger, an electric motor geared to said signal and adapted to move the same to its different posit-ions, as described, conductors leading from the generator to the motor, and an automatic switch operated by the motor and adapted to interrupt the current when the signal completes its movement in either direction, whereby the motor is caused to cut itself out of the circuit at the completion of its movement.

5. In a railwaysignal, the combination of a magneto-generator and track-connections for imparting a prolonged action thereto from passing trains, a visual signal moving to distinctand differentpositionsto indicate safety and danger, an electric motor, the intermediate gear-train through which the motor positively acts to move the signal to its different positions, as described, and conductors leading from the generator to the motor, whereby the prolonged electric currents developed by the action of the trains upon the generator are caused to give the motor a prolonged action and the latter caused in its turn to move the signal positively to its required positions.

6. In ablock-'signal system in which the moving trains act to set the signals behind them to safety, the combination of a visual signal, and an electric motor to actuate the same, a distant magneto-generator in the direction toward which the trains advance in leaving the signal, track-connections for operating said generator, electric connections between said generator and the signal-motor, a Voltaic circuit, including an electro-mag- IOC IZO

hand, this 81st day ofMzueh,1888, in thepiesence of two uttesting Witnesses.

MALCOLM VALLACE LONG.

\'\'itnesses:

8. W. FLEMING, Solana L. SMITH.

netic switch between the generator und motor to interrupt their connection7 und also including an insulated tmekweetion, whereby the presence of u train on the said track section 5 will pleveutthe generator from operating the g signal.

In teStimouy whereof I hereunto Set my 

